The names in the log book are difficult to read but retired Fokker employee,
Cees Mechielsen, has provided the correct names which have been retrospectively
added above. The captain and engineer were Fokker employees but the co-pilot
was probably an ANSETT-ANA employee. It was customary for the first test
flight to be performed by a Fokker crew but it was not unusual to include
crew from the customer on subsequent flights. P. Brey and L. Hokke died
in the crash of Pelita Air Service F27 PK-PFB at Malaybalay, Philippines
on 27APR67. (Source: 11)

UPDATE 08APR14:
Former Ansett pilot Don Johnston advises that the co-pilot on the second
flight would have been Capt Hank Henry (Airlines of NSW) who commanded the
delivery flight. Other crew on the delivery flight were Capt. Ian Brown
and Capt. R. Baker (Airlines of NSW) and Navigator P. Smith (ANSETT-ANA,
Brisbane).

Note:
All items have been listed verbatim although ANO and Mod reference numbers
have not been included. This list provides a useful insight into the amount
of work required to prepare a new aeroplane for entry into service.
(Source: 12)

04JAN67

Pre-service
mods completed. (Source: 12)

14MAR67

Total
Time 468 hours. (Source: 4)

29AUG67

Commencement
of 1500 hourly inspection at Essendon. Time Since New: 1527 hours. Work
included:
Manufacture and fitting of F27 tail support strut.
Provision for installation of a stretcher.
Additional tie-down rings in rear compartment.
Deletion of Morse code key.
(Source: 12)

Change
of ownership to Ansett Airlines of Australia. (Change of operating name)

69

Fokker
introduced the designation Mark 600 from c/n 10385 onwards to differentiate
aircraft with a large cargo door but without the heavy duty metal floor.
The Mark 400 and the Mark 600 were "identical in design and structure"
except that the Mark 400 had a heavy duty all-metal floor whereas the Mark
600 had a lighter metal floor (the so-called Mallison floor). See Fokker
statement. Accordingly, VH-FNQ was retrospectively redesignated as a
Mark 600.6108 but the data plate was not changed until 27NOV90 (which see).
(Source: 15)

29JAN69

The
pilot of VH-FNQ lodged an Air Safety Incident Report after Piper PA28-140
Cherokee VH-TPU from the Townsville Aero Club crossed the path of VH-FNQ
after it was cleared to land at Townsville. The subsequent investigations
determined that the incident was a result of inexperience on the part of
the trainee pilot of VH-TPU and confusing instructions issued by Townsville
Tower. (Source: 16)

Completion
of 9000 hourly inspection. (Source:12) This is the last inspection recorded
in Log Book No. 1. (Source: 12)

18MAY72

Noted
at Adelaide still in ANSETT-ANA markings. VH-FNQ was the last F27 to carry
ANSETT-ANA livery. (Source: 4)
The aircraft was photographed in the Ansett "Delta" livery in
AUG75 so evidently it was repainted sometime between MAY72 and AUG75.

JUL73

Operated
for Airlines of South Australia.

29OCT75

Compass
swing carried out. This is the final entry in Log Book No. 1. (Source: 12)

Ansett
Airlines Engineering Release F2-11-20-3B calls for the installation of propeller
safety markings. "The tips of the propeller blades are painted with
contrasting colours and propeller danger markings are applied to the fuselage
in the propeller plane."

07FEB78

Arrived
in Perth from Melbourne for a seven week lease to MMA. Operated on all MMA
routes, but particularly Perth-Kalgoorlie and Perth-Geraldton. (Source:
4)

The
aircraft experienced a bird strike on finals to Runway 26 at Wynyard, Tasmania
resulting in minor damage to the starboard landing light. There was no flight
disruption.

30MAR81

Arrived
Perth from Geraldton on an around-Australia charter. (Source: 4)

13APR81

To
Ansett. (Change of operating name)

29APR81

Operated
joint services with Airlines of Northern Australia.

04JAN82

Leased
to Air Queensland for initial F27 operations ex Brisbane while VH-FNV and
VH-FNW were being painted in Air Queensland colours by Qantas in Sydney.
(Source: 4)

17JAN82

Returned
to Ansett after Air Queensland lease. (Source: 4)

01AUG82

Joint
services with Airlines of Northern Australia ended.

12SEP82

Rolled
out at Tullamarine in the new, predominantly white "Southern Cross"
livery. It was the first F27 to be repainted in this colour scheme. (Source:
4) Picture

15SEP82

Returned
to service as AN1883 Melbourne-Devonport.

83

Leased
by Ansett Air Freight for night freight services.

17JUL83

At
about 1505 hours EST on 17 July 1983, Rockwell 685 aircraft VH-WJC ditched
in Bass Strait while on a flight from Hobart to Moorabbin. The pilot was
sighted in the water by F27 VH-FNO (Oscar) which searched initially at 1000
feet, later at 500 feet. At 1618 hours, VH-FNQ (Quebec) en route Melbourne
to Wynyard, joined the search as communications relay. At 1732 hours, VH-FNQ
departed the search area for Wynyard. Despite the involvement of a total
of twenty-three (23) aircraft, the pilot was unable to be recovered. (Source:
17)

30JUL83

Fuselage
skin damaged by runaway vehicle. (Source: 15)

09DEC83

Leased
to Air Queensland while VH-FNV was undergoing maintenance in Melbourne.
(Source: 4)

16DEC83

Returned
to Ansett in Melbourne. (Source: 4)

22APR84

The
aircraft was present at the Mangalore Air Show. (Source: 4)

27JUL84

Operated
ad hoc services for Airlines of New South Wales.

SEP84

Added
to the NSW fleet and used for pax and freight operations. On four nights
a week operated a crossover flight with an Ansett F27 Sydney-Brisbane-Townsville-Cairns.
(Source: 4)

04MAR85

Cargo
door damaged by fork lift. (Source: 15)

10FEB86

Cargo
door top corner damaged by jet blast. (Source: 15)

15AUG87

Noted
in Sydney in Ansett colour scheme. (Source: 4)

16AUG87

Noted
in Brisbane. (Source: 4)

88

To
Ansett Australia. (Change of operating name)

10DEC88

Operated
a charter Cairns-Lae-Cairns.

06MAR89

The
aircraft experienced a bird strike at Townsville resulting in broken taxy
lights.

26JUL89

Operated
the last F27 passenger service for Ansett as AN662 Mackay-Hamilton Island-Cairns.
Crew: Capt. Paul Lomas and First Officer John Hudson, Flight Attendants
Kim Bresman and Sarah de St. Jorre and 'paxing' Flight Crew Capt. Jonathan
Swift and F/O Mike Ranson, who had crewed AN653 Cairns-Hamilton Island-Mackay.
Picture

26JUL89

To
be used as a freighter until the end of August, then ferried to Melbourne
to be withdrawn from service. (Source: 4)

21AUG89

Ferried
to Melbourne (Capt. Kennedy) withdrawn from service and stored. (TT: 47,950
hours)

Rex
Aviation (NZ) Ltd made application to the NZ Ministry of Transport, Civil
Aviation Division for Registration and Certificate of Airworthiness. Under
the heading "Allocation of special registration marks requested"
was stated: "ZK-DJM, DJC or RTA (in order of preference)" (Source:
15)

17OCT90

Prior to transfer
to the NZ Register, the following damage history was declared:

Ansett New Zealand
issued Technical Instruction TI27-11-001 for the application of registration
ZK-RTA to the rear fuselage in dark blue decals. Each letter was 30cm
x 20cm and 5cm thick. The TI also provided for the installation of a registration
plate on the left-hand entrance wall of the flight deck in place of the
plate for VH-FNQ which was to be removed. (Source: 15)

ZK-RTA

THIS AIRCRAFT IS OWNED

BY ANSETT EQUIPMENT LTD

26NOV90

Ansett New Zealand
issued Technical Instruction TI27-25-002 covering the installation of
a crash axe on the flight deck. The crash axe was "removed by the
previous operator". (Source: 15)

26NOV90

The New Zealand Ministry
of Transport, having identified a discrepancy between the aircraft records
and data plate, wrote to Ansett New Zealand as follows: "Our position
is that the aircraft be physically identified with the type certificate
designation recognised by the manufacturer and the relevant aircraft records,
specifically the airframe log book, agree. Ansett should submit a modification
to install a supplementary data plate redesignating the aircraft a Mark
600." (Source: 15)

26NOV90

Registered
ZK-RTA to Rex Aviation (NZ) Ltd., Wellington. (Source: 15)

Note:
Correspondence from the NZCAA in June 2015 states that the aircraft had
been registered to Tasman Pacific Regional Airlines
Ltd. for the entire time it was in NZ. This company name does not appear
anywhere in the aircraft records held by QAM and indeed, TPRA was not formed
until 14AUG00, four years after ZK-RTA had returned to Australia! Rex Aviation
(NZ) Limited changed its name to Tasman Pacific Regional Limited on 08AUG00
and six days later, on 14AUG00, the name was changed again to Tasman Pacific
Regional Airlines Limited. The company was deregistered on 20MAR10.

27NOV90

Ansett New Zealand
issued Technical Instruction TI27-11-002 for the installation of a supplementary
data plate directly below the existing manufacturer's data plate in the
left hand entrance wall of the flight deck. This reflects a retrospective
redesignation which took place as early as 1969 (which see). See Fokker
statement. The data plate was not fitted until 11DEC90. (Source: 15)

The
aircraft was operated under contract by Rex Aviation (N.Z.) Ltd. At that
time Rex was wholly owned by Pacific Aviation Pty Ltd, Sydney, which was
owned in turn by Ansett Australia Holdings. Rex Aviation also operated two
Cessna 208 aircraft on general freight services, two corporate jet aircraft
and a commuter service, Ansett Regional, with five Embraer Bandeirantes.
Much of the freight carried was for New Zealand Post and when that company
set up its own air freight service, Air Post, volumes dwindled to the point
where air freight services were discontinued in the mid 90s and RTA was
returned to Australia. The registration ZK-RTA is derived from the initials
of Ansett New Zealand Air Freight's Operations Manager, Ross T. Allen. (Source:
5)

01DEC90

Operated
training flights out of Christchurch. (Source: 15)

02DEC90

Operated
a training flight from Christchurch to Wellington. (Source: 15)

Impact
damage to radome at Wellington by windblown Qantas B767 container. Damage
confined to radome only which was replaced. (Source: 15)

29DEC91

Flown
from Wellington to Christchurch for major checks and repairs by Air New
Zealand. Aircraft exterior repainted as per TI27-11-003 (see below). (Source:
15)

10FEB92

Checks
and repairs completed. (Source: 15)

13FEB92

Flown from Christchurch to Wellington. First flight after 29DEC91. (Source:
15)

30APR92

Ansett New Zealand
approved (evidently retrospectively!) Technical Instruction TI27-11-003
for the repainting of the aircraft exterior in conjunction with a planned
Check 7 in JAN92. (Source: 15) This colour scheme is depicted here.

Anzol
1000 series

Colour

Application

485-8003

White
Gloss

Complete
exterior except di-icer boots.

485-8005

White
Matt

Overpaint
antiglare area forward of windscreen.

485-6000

Grey

Exit
markings.

485-1000

Blue
- dark

Wording
and fin.

485-5000

Red

Propeller
and stripe markings.

485-0003

Black

Maintenance
markings.

20NOV92

The
aircraft was photographed on static display
at the Air Expo 92 air show at Auckland International Airport.

14DEC92

New
Certificate of Airworthiness issued. Valid until 12FEB93. (Source: 15)

20DEC92

Landed
at Auckland with the nosewheel tyre fully deflated. Aircraft was towed from
runway. Nil other damage. (Source: 15)

23DEC92

En
route Wellington-Palmerston North as REX72 (Capt Dorrian) there was a visible
fire in the intake of the port engine. The engine was shut down and the
No 1 bottle fired. The aircraft landed at Palmerston North. (Source: 15)

30DEC92

The
port propeller was removed at Christchurch for repair. (Source: 15)

14APR93

On
take-off from Palmerston North, the #4 main wheel shed its tread causing
minor airframe damage. The undercarriage was inspected from the cabin and
the flight continued to Christchurch where it landed uneventfully with emergency
services in attendance. (Source: 15)

06MAY93

During
the walkaround at Christchurch, a skin puncture was found on the left hand
side of the nose 6 inches below the chine line and 24 inches aft of the
forward pressure bulkhead. Repairs were completed on 09MAY. (Source: 15)

18MAY93

Go-around
at Palmerston North due intermittent nosewheel down light. (Source: 15)

12NOV93

Right
prop blade bent when hit by a tug at Christchurch. Prop changed. (Source:
15)

01DEC93

On
take-off from Auckland, the #3 main wheel shed its tread dislodging the
maxaret unit and causing minor airframe damage. The flight continued to
Christchurch. (Source: 15)

c.1994

Air
New Zealand ran a jet conversion training programme for six pilots from
Xiamen Airlines of China. The heavy multi turbine programme was sub-contracted
to Rex Aviation using ZK-RTA. (Source: 5)

Note
on Patterns:
These are intended to give an approximate indication of what ZK-RTA was
doing at the time. There were of course variations within these patterns.
Information is drawn from Ansett NZ Flight Logs of which QAM holds only
some 13%.

01JUN94

Pattern
CHC-PMR-CHC to:

07JUL94

(Source: 15)

06SEP94

Pattern:
CHC-WLG-CHC to:

21DEC94

(Source: 15)

09JAN95

Pattern:
AKL-CHC-AKL to:

27JAN95

(Source: 15)

02FEB95

Operated
AKL-CHC-AKL-CHC-AKL-BHE. (Source: 15)

26FEB95

Ferry
flight BHE-CHC. (Source: 15)

27FEB95

Pattern:
CHC-AKL-CHC-PMR-CHC to:

02MAR95

(Source: 15)

16MAR95

Operated
CHC-WLG-CHC. (Source: 15) Did not fly again until 12APR95.

12APR95

Operated
a training flight ex CHC. (Source: 15)

12APR95

Pattern:
CHC-WLG-CHC or CHC-AKL-CHC to:

19MAY95

(Source: 15)

19MAY95

Operated
ZQ72 CHC-AKL. (Source: 15) Believed to have been an Ansett New Zealand freight
charter.

20MAY95

Operated
ZQ73 AKL-CHC. (Source: 15) Believed to have been an Ansett New Zealand freight
charter.

22MAY95

Pattern:
Operated to AKL, CHC & WLG based at either CHC or WLG to:.

03OCT95

(Source: 15)

04OCT95

Pattern:
WLG-CHC-WLG to:

30NOV95

(Source:
15)

Note:
The chronology from 03DEC95 to 07FEB96 lists every flight recorded in the
Flight Logs.

03DEC95

Ferry
flight to Paraparaumu (PPQ/NZPP). (Source: 15)
This was to enable VFR operations during an ATC strike scheduled for 4-6
December. A second period of industrial action followed on 12-15 December.

04DEC95

Operated
PPQ-CHC-AKL-CHC-PPQ-BHE-PPQ. (Source: 15)

05DEC95

Operated
PPQ-CHC-AKL-CHC-PPQ-BHE-PPQ. (Source: 15)

06DEC95

Operated
PPQ-CHC-AKL-CHC-WLG. (Source: 15)

07DEC95

Operated
WLG-CHC. (Source: 15)

11DEC95

Operated
CHC-AKL-CHC-PPQ. (Source: 15)

12DEC95

Operated
PPQ-CHC-AKL-CHC-PPQ-BHE-PPQ. (Source: 15)

13DEC95

Operated
PPQ-CHC-AKL-CHC-PPQ. (Source: 15)

14DEC95

Operated
PPQ-CHC-AKL-CHC-PPQ-BHE-PPQ. (Source: 15)

15DEC95

Operated
PPQ-BHE-CHC-AKL-CHC. (Source: 15)

17DEC95

Operated
CHC-BHE-WLG. (Source: 15)

18DEC95

Operated
WLG-CHC-AKL-CHC-WLG. (Source: 15)

19DEC95

Operated
WLG-CHC-WLG-BHE-AKL-CHC-WLG. (Source: 15)

20DEC95

Operated
WLG-CHC-WLG-AKL-CHC-WLG. (Source: 15)

21DEC95

Operated
WLG-CHC-WLG-AKL-CHC. (Source: 15)

22DEC95

Operated
CHC-AKL. (Source: 15)

08JAN96

Operated
AKL-CHC-AKL. (Source: 15)

09JAN96

Operated
AKL-CHC-AKL. (Source: 15)

10JAN96

Operated
AKL-CHC-AKL. (Source: 15)

11JAN96

Operated
AKL-CHC-AKL. (Source: 15)

12JAN96

Operated
AKL-BHE. (Source: 15)

03FEB96

Test
flown at Blenheim. (Source: 15, Maintenance Log)

05FEB96

Operated
BHE-AKL-CHC-AKL. (Source: 15)

07FEB96

Operated
AKL-CHC. (Source: 15) This is the last flight recorded in the Flight Logs
and the Maintenance Logs. Crew: Capt Murray McPhail, F/O Kile. (Source:
15)

Note:
The chronology from 03DEC95 to 07FEB96 lists every flight recorded in the
Flight Logs.

NZ
Airport Codes

AKL

Auckland

BHE

Blenheim

CHC

Christchurch

PMR

Palmerston
North

PPQ

Paraparaumu

WLG

Wellington

ZK-RTA
Pilots (Rex)

Peter Ball

Mike Dorrian

John Lanham

Murray McPhail
(decd circa 2012)

Denis Monti

Paul Teamoke

Peter Teutscher

28MAR96

The
NZ Director of Civil Aviation approved the export of ZK-RTA to Australia.
(Source: 15)

Fire
warning #2 on take-off from Perth while operating flight AN6164. Capt Miller
shut down the engine, fired both shots and returned to Perth. Aircraft did
not return to service until 15FEB. (Source: 13)

09MAR99

Operated
a training flight from Perth to Busselton
and return with Captains Clift and Miller (1:58, 6 landings) (Source: 13)

After
departure from Perth on flight AN6166, #1 engine was shut down due to low
oil pressure. The aircraft returned to Perth after 1:36 airborne. (Capt
Clift). Investigation revealed a major failure of the pneumatic compressor.
Aircraft did not return to service until 27MAR. (Source: 13)

During the 4½
years that the aircraft was based in Perth, it flew on most days accumulating
6803 hours at an average of 124 hours per month. Towards the end of the
aircraft's service in WA, the schedule was as per the following table
which is based on figures averaged from the maintenance logs and without
access to a published timetable. All times are local AWST.

Flight
No

Days

Depart

Routing

Arrive

Remarks

AN6164/6165

Mo/Tu/We

2320
(PER)

PER-KTA-PHE-PBO-PER

0750+1
(PER)

F/N
change at PHE

AN6166

Th

2330
(PER)

PER-PBO-KTA-PHE

0415+1
(PHE)

Overnight
Fri & Sat

AN6068/6069

Su

0350
(PHE)

PHE-BME-PBO-PER

1025
(PER)

F/N
change at BME

Average Sector
Times:

PER-KTA
(Perth-Karratha)

3:20

KTA-PHE
(Karratha-Port Hedland)

0:40

PHE-PBO
(Port Hedland-Paradurboo)

0:50

PBO-PER
(Paradurboo-Perth)

2:30

PBO-KTA
(Paradurboo-Karratha)

0:55

PHE-BME
(Port Hedland-Broome)

1:15

BME-PBO
(Broome-Paraburdoo)

2:00

VH-WAN
Pilots (IAF)

Captain Jason
Clift (full-time)

Captain Ken Miller
(full-time)

Captain Bill
Mitton (contract)

Captain Sterling
Preston (Check Captain)

First Officers' names
are rarely recorded in the Maintenance Logs. The aircraft was commanded
almost exclusively by Captains Clift and Miller with Captain Mitton apparently
providing the occasional leave coverage. (Source: 13)

AIRCRUISING AUSTRALIA

05MAR01

Engineering
Order issued to upgrade restraint of cabin-loaded freight containers from
3G to 9G. The design required the use of 12 restraint straps in addition
to the existing 3G restraint system, to restrain containers to the floor
rails. In practice, this method proved impractical and it was rarely, if
ever, used. When in service with AirCruising Australia, cargo was loaded
on netted pallets which effectively limited the volume of cargo that could
be carried. (Source: 14)

To operate Mon, Tue, Wed, Thu effective 23APR01 to 27OCT01.
AIX was the ICAO designator for AirCruising Australia who used the call-sign
"Cruiser".
These flights were BNE-SYD-BNE on behalf of Ansett Air Cargo.
(Source: 14)

The
World Trade Center in New York was struck by the first of two hijacked aircraft
at 2246:30 AEST. At this time VH-WAN was arriving in Sydney (at 2247 AEST)
on its regular flight from Brisbane. (Source:14)

13SEP01

Operated
its final commercial service Brisbane-Sydney-Brisbane (3.9 hrs, 2 landings)
Departed Brisbane at 2036 AEST, Arrived Sydney at 2232 AEST.
Departed Sydney at 2350 AEST Arrived Brisbane at 0147 AEST on 14SEP01.
(Source: 14)
At 0030 AEST on 14SEP01, Ansett suspended flying. At that time, VH-WAN was
airborne between Sydney and Brisbane. Although limited Ansett flights resumed
subsequently, the airline never fully recovered and all flights ceased on
05MAR02. (Source: 1)

Between 23APR and
13SEP, VH-WAN operated a total of 71 night freight flights between Brisbane
and Sydney. A typical Brakes Release Weight was 17500 kg. Water/Methanol
injection was rarely used. The following is a typical schedule (times
local):

Depart
Brisbane

2030

Arrive
Sydney

2230

Depart
Sydney

2330

Arrive
Brisbane

0130

VH-WAN
Pilots (AirCruising)

Captain Ron "Shorty"
Austen

Captain Ken Miller
(deceased circa 2005)

Captain Stephen
Weatherstone (Chief Pilot)

First Officer
Shane Holman

First Officer
E. Kennedy

First Officer
Ian "Robbo" Robertson

14SEP01

VH-WAN
was included on a list of assets for sale by the Ansett administrators after
this date.

The
aircraft was substantially reassembled at Caloundra. The fin and tailplane
were attached, the wing centre section was attached to the fuselage and
the aircraft was raised on its undercarriage. (Source: 2)

04JAN10

The
outer wings were attached at Caloundra. (Source: 2)

FOKKER NOMENCLATURE

The following explanation is provided by Jan F. Homma, Historian,
F27 Friendship Association, The Netherlands.

The RLD (CAA-NL) F27 Type Specification Data Sheet A22F Issue
11 dated 1 September 1986 shows that the Mark 100 was approved
on 29 October 1957 and the Mark 200, 300, 400, 600 and 700 were
approved on 25 May 1965. The only difference between the Mark
400 and Mark 600 is an all-metal floor in the Mark 400 and a
normal floor in the Mark 600.

The
first version was called F27/1 which indicated the F27 Mark
100 with Dart 6 engines.

F27/2

The
second version was the F27 Mark 200 with Dart 7 engines.

F27/3

The
third version was the F27 Mark 300 with Dart 6 engines (Mark
300 & 300M).

F27/4

The
fourth version was the F27 Mark 400 with Dart 7 engines
(Mark 400 & 400M)
Note: Many Mark 400s were re-designated to Mark 600 during
production.

F-27/5
(E)

This
version became the Mark 500 (E = Extended)

F27/6

A
Mark 400 without the heavy duty, strengthened cabin floor.

F27/7

Conversion
of the Mark 100 with the large cargo door.

F27/8

This
was the Rough Field version of the Fokker F27 Mark 600 which
was to be known as the F27 Mark 800 but this designation
was dropped completely in favour of Mark 600. Both the Mark
500 and the Mark 600 were sold in the RF version so these
were known as Mark 500RF and Mark 600RF.

(Note:
The above table was revised and expanded by Jan F. Homma in
January 2011.
The first column of the last line was corrected to F27/8 on
20FEB16)

Conclusion:
It looks like Fokker started using the Mark 600 number only
from late 1968 onwards. However, it appears that this change
was made retrospective to May 1965. (Source: 9)

The following explanation is drawn from Air-Britain's Fokker
F.27 Friendship (Source:3)

"In November 1968 the F.27 Mk 600 was introduced and was
a new version of the Mk 200 but incorporating the large forward
cargo door. It differs from the Mk 400 in not having the heavy
duty, strengthened cabin floor. A quick-change interior featuring
roller tracks and palletised seats and/or cargo pallets can
be fitted in the Mk 600. To standardise production both the
Mk 400 and Mk 600 aircraft are constructed to the same specification
with the exception of the cabin floor. Aircraft c/n 10385 for
Trans-Australia Airlines (VH-TQN) was the first true Mk 600
airframe built. Some earlier Mk 400 aircraft, built without
the heavy duty floor, have since been re-designated Mk 600 aircraft
to bring them in line with the current situation. The Mks 200/400/500
and 600 are all operated to the same flight manual and are certificated
to the same maximum take-off weight"*. (Source: 3)

* The maximum take-off weight was 45,000 pounds for all but
the Mk 500 which was 45,900 pounds. (Source: 9)

The Australian Register of Civil Aircraft dated January
1967 shows VH-FNQ as an F27/2.
The July 1967 edition shows VH-FNQ as type F27/4.
By January 1969 VH-FNQ has become type F27/400 (F27-400 also
used later).
In November 1990 VH-FNQ was deleted from the Australian Register
as type F27/600.
In May 1996, the aircraft returned to the Australian Register
as VH-WAN as type F27/600.
(Source: 2)

DOT,
DASH OR NOTHING?

There is
much debate over the correct presentation of the designation
for the Friendship. It is common to see F27, F.27 and F-27 but
which is correct? Most seem to agree that F-27 is incorrect
as this designation is generally reserved for the version built
under licence by Fairchild in the United States. A later stretched
version built by Fairchild-Hiller was known as the FH-227.

The first two prototypes of the Friendship built by Fokker in
Holland were actually painted as "F.27 Friendship"
but it seems that this format subsequently fell into disuse
to be replaced by "F27". Aircraft Type Certificates
which are now administered by the European Aviation Safety Agency
also use "F27". Accordingly, this website will standardise
on F27 unless directly quoting other sources.

SOURCES

1

Ansett
historian, Fred Niven. All references are from this source unless
shown otherwise.

Log
Book F.215 PH-FKK held by the Aviodrome Museum, Lelystad and sourced
by Jan F. Homma. This log book is also marked "Ansett/ANA
VH-FNQ". It records only two flights on 13/14DEC66 and is
otherwise blank.

11

Cees Mechielsen, retired Fokker employee.

12

Australian Log Book No 1 located by International Air Parts in
June 2015 and donated to QAM.

13

Independent
Air Freighters Aircraft Time and Project Cards located by International
Air Parts in June 2015 and donated to QAM.

14

Aircruising
Australia Aircraft Technical Logs located by International Air
Parts in June 2015 and donated to QAM. AirCruising documents contributed
by Stephen Weatherstone.

15

Ansett
New Zealand records for ZK-RTA including correspondence between
Air Transport New Zealand and Fokker in NOV90.

Added an air-to-air image of VH-FNQ soon
after it was painted in the Ansett Southern Cross livery. Thanks to
Fred Niven.

20

09JUN12

Added an image of VH-FNQ in Safe Air Cargo
markings thanks to Peter Gates.

19

10APR12

Revised the sequence of events when the aircraft was registered in
NZ. See 26/28/30NOV90. With thanks to David Thollar.

18

13OCT11

Added the full names of the crew on the test flights on 13/14DEC66
thanks to Cees Mechielsen.

17

19JAN11

The section on Fokker Nomenclature has been revised and updated by
Jan F. Homma.

16

30JAN10

Corrected the entry at 16DEC66 which stated that the aircraft had
11 windows. Photographic evidence clearly shows that there were only
10 windows on each side. Thanks to Jan Homma for pointing out the
error.
Jan Homma has also provided total hours and cycles for the aircraft
(see 01NOV01).

15

04JAN10

The wings were attached at Caloundra.

14

20JAN09

The aircraft was substantially reassembled at Caloundra on 07JAN09.

13

23NOV08

Added details of the first two flights by PH-FKK sourced by Jan Homma
from Log Book F.215 held by the Aviodrome Museum at Lelystad.